440 source 500 cubic or 512 inch stroker and why

[Dallasdrifts]

I'm looking into either the 500 inch stroker or 512 stroker I'm really undecided and input would be appreciated

 

[GetX'd]

Based on the "input" you provided on what you currently have and expectations for want you're looking for - what kind of "input" do you expect?

 

[66Satellite47]

500" or 512" doesn't make much difference. The slightly longer stroke of a 512" gives you some more torque. The combination of cylinder heads, cam, compression & intake/carb give you the power/torque you want. Cylinder head/cam combination, combined with torque converter selection (if auto) is the key. How fast do you want to go, how much do you want to pay? Those are the questions. I bought a 500" motor built for the street, didn't produce the numbers at the dragstrip I expected. I changed the cam to a VERY vintage grind (mid 1970's) that I had on the shelf & a new Victor intake with good improvement results. Still not what I expected. So I just completed a new 512" "Bracket" style professionally built motor. Longer (4.25") stroke with longer connecting rods & a modern cam. Dyno results look great. We'll see how it does at the track.

 

[Xp29h]

Just did a 512 this winter. Been in the car since and running very strong! It's a 400 block. With 440 source's price on stroker kits being the same for the 500 and 512 my thought why leave anything out there? Go big or go home! Crazy tourque, speed! Car just doesn't stop pulling. I haven't found top end yet. Now, that said, the car itself isn't ready for that kind of speed. Got a little suspension and steering to do before really getting after it.

My compression is in the high 9's. Runs on pump 93 gas only. Heads are the CNC stealth from 440 source. Great head for the money! Also the 571 hydraulic roller cam they offer too. I had very good luck with 440source too. Great to work with and orders came in complete, nothing missing, etc.

All Just depends really on what you want to do with it. Mine is just a 383 looking street sleeper! Lol!

Hope I helped you a little. If you've got any other questions shoot me a pm I'll be glad to help if I can..

Good luck

 

[68 HEMI GTS]

Cd on the piston, rod ratio, are a few of the things to look at. I've built both, (they're both great). I like the 4.250 kit better. And that's just personal opinion.

 

[Dallasdrifts]

Thanks guys just wanted to get some opinions this helped alot

 

[66Satellite47]

Not sure if I made my opinion clear. The 7.10 rod is an advantage.

 

[Hemirunner]

Not sure if I made my opinion clear. The 7.10 rod is an advantage.

In a race engine, it keeps the piston nice and light. In a street engine, I'll take the longer, albeit heavier, piston on a shorter rod every time. The last 4.500 stroke combo I built was with a 6.800 rod giving a 1.51 rod ratio and better ring seal. As to the original question, there's a huge difference in 493 vs the 512 and nearly the same cost.

 

[66Satellite47]

In a race engine, it keeps the piston nice and light. In a street engine, I'll take the longer, albeit heavier, piston on a shorter rod every time. The last 4.500 stroke combo I built was with a 6.800 rod giving a 1.51 rod ratio and better ring seal. As to the original question, there's a huge difference in 493 vs the 512 and nearly the same cost.

Just curious, doesn't a short rod create more side load, (more friction)? My short rod 452 sure rev'd quick & went fast. But doesn't the long rod give more burn time at TDC?

 

[Hemirunner]

Just curious, doesn't a short rod create more side load, (more friction)? My short rod 452 sure rev'd quick & went fast. But doesn't the long rod give more burn time at TDC?

Shortening up the rod and/or increasing the stroke both add to the angularity but all things are relative. Going from a 7.100 rod to a 6.800 rod is like going from a really long rod to a long rod. It's nothing like the crazy BBC strokers where the 6.535 rod has the stubby little piston hanging out of the bottom of the bores. The 7.100 rod engines tend to be somewhat timing sensitive due to that longer TDC dwell. I really like the 6.800 combos. My 572 hemi with the 4.500 stroke and 6.86 rod always reved like a small block and pulled strong to 7500 rpm. The extra piston weight never seemed to be a concern.

 

[66Satellite47]

Well you pro's know what's what.

 

[morrow_jacob]

From what I've been told by 440Source themselves, the 500'' has a slightly shorter lifespan than the 512'' due to the pistons used.

I think he said something like you can expect the 500'' to last you 80-100k miles, you can expect the 512'' to 120k miles, maybe more"

Call them and talk to them, they were very kind and helpfull.

 

[onebadfish]

I just built a 512 for my Cuda and have 200 miles on it now. I couldn't be happier. Cam is 259/263 @ 50 - 11.2/1 compression - pro-max cnc'd heads - 6 pack - wha hoo! 622 hp on the dyno and it was still running lean (ran out of time had phasing issues) so I bought an air fuel gauge and tuned it on the street. Jetted up the end carbs to 86-88 (from the 81 we had on the dyno) and running 68 on the center. I think we must be in the neighborhood of 650 hp now!

 

[66Satellite47]

I just built a 512 for my Cuda and have 200 miles on it now. I couldn't be happier. Cam is 259/263 @ 50 - 11.2/1 compression - pro-max cnc'd heads - 6 pack - wha hoo! 622 hp on the dyno and it was still running lean (ran out of time had phasing issues) so I bought an air fuel gauge and tuned it on the street. Jetted up the end carbs to 86-88 (from the 81 we had on the dyno) and running 68 on the center. I think we must be in the neighborhood of 650 hp now!

That is great! I'm sure it will be some fun. Just got my 512 off the dyno, 696 HP, not sure what means at the track.

 

[cdr]

I really like my 512 low deck !!!!

 

[Gpuller]

500" or 512" doesn't make much difference. The slightly longer stroke of a 512" gives you some more torque. The combination of cylinder heads, cam, compression & intake/carb give you the power/torque you want. Cylinder head/cam combination, combined with torque converter selection (if auto) is the key. How fast do you want to go, how much do you want to pay? Those are the questions. I bought a 500" motor built for the street, didn't produce the numbers at the dragstrip I expected. I changed the cam to a VERY vintage grind (mid 1970's) that I had on the shelf & a new Victor intake with good improvement results. Still not what I expected. So I just completed a new 512" "Bracket" style professionally built motor. Longer (4.25") stroke with longer connecting rods & a modern cam. Dyno results look great. We'll see how it does at the track.

What heads are you running?

 

[66Satellite47]

My new 512 has Indy EZ heads. Almost no porting just a little cleanup. Did Dyno last week, 696 HP & 672 tork.

 

[not so famous bob]

My new 512 has Indy EZ heads. Almost no porting just a little cleanup. Did Dyno last week, 696 HP & 672 tork.

tell us what`s in ur motor !

 

[66Satellite47]

It's a 4.25 Eagle crank, 7.10. Eagle rod, partial filled 440 block, Indy EZ heads, Comp 597/592 259/ 268 cam. Indy manifold, my old 850 DP carb. Sure 1.6 rockers would be better. Maybe next year. But 690+ HP seems pretty good.

 

[68 HEMI GTS]

Very similar to my 511

I just built a 512 for my Cuda and have 200 miles on it now. I couldn't be happier. Cam is 259/263 @ 50 - 11.2/1 compression - pro-max cnc'd heads - 6 pack - wha hoo! 622 hp on the dyno and it was still running lean (ran out of time had phasing issues) so I bought an air fuel gauge and tuned it on the street. Jetted up the end carbs to 86-88 (from the 81 we had on the dyno) and running 68 on the center. I think we must be in the neighborhood of 650 hp now!